Car-coupling



(No'ModeL) J. W. OHILDS.

. GAR COUPLING. v No. 292,895. Patented Feb. 5, 1884.7

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- ments.

JAMES \V. GHILDS, OF CEDAR RUN, PENNSYLVANIA.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 292,895, dated February5, 188' Anpliraiion filed December 15, 18533. (Xoiumlch) lb @215 whom itmay concern.-

Be it known that I, J AMES WnsLnY Cnrnns,

a citizen of the United States, residing at Oedar Run, in the county ofLycoming and State of Pennsylvania, have invented certain newand usefulImprovements in Oar-Couplings; and I do declare the following to be afull, clear, and exact description of the invention, such as will enableothers skilled in the art to which it appertains to make and use thesame, reference being had to the accompanying drawings, and to theletters and figures of reference marked thereon, which form a part ofthis specification. This invention relates to an improved automaticcar-coupling; and it consists in the con-i struction and arrangement ofparts, as hereinafter more fully described and claimed.

In the annexed drawings, illustrating my invention, Figure 1 is averticallongitudinal section of a ear-coupling embodying my improve-Fig. 2 is a horizontal section of the same. Fig. 3 is a side elevationof oneof the draw-heads. Figs. 4 and 5 are sectional detail Views,illustrating a modification in the manner of supporting thecoupling-link.

Like letters of reference will be used to designate like parts in theseveral views.

The draw-heads A A are each recessed 1011- gitudinally, as shown at a,for inelosing a spring-actuated sliding block, B, that supports thecoupling-pin 0 when the cars are uncoupled. This recess a, near itsforward end, is contracted laterally, as shown in Fig. 2, to formshoulders I) b, that correspond with similar shoulders, c c, on thesliding block ]3, that is thus prevented from being forced out of thedraw-head by the sudden pressure of the spring D when the link E iswithdrawn.

In. the wide part of each recess a, at top and bottom, is a groove, dcl, for holding the spiral spring D from lateral displacement. The outerends of the blocks ]3 B are preferably concaved, as shown in Fig. 1, soas to have a firm bearing against the rounded end of the link. In theouter end of each draw-head is a pair of open-ended slots, 6 c, in whichthe open ends of the links E are pivoted, so that the link can dropbelow the draw-head when not in use. The link E is bent or curved, asshown in Figs. 1, 3, and 4, so that when raised in position for couplingits outer end will readily engage with the recessed end of the oppositedraw head. Vh en the links E are required for use, they are elevated, asshown in Fig. 1, and held in position by means of a bolt or pin, F,passed through openings f in the draw-head. Several of these openingsmay bearranged at different heights, so that the link can be readilyadjusted to correspond with variations in the height of the oppositedraw-heads. The pin or bolt F may be connected to the draw-headbyaehain, f, to prevent loss when withdrawn. Instead of supporting thelink by means of the bolt F, it may be adjustably held at any desiredheight by means of thumb-screws G G- one on each side of thedraw-head-as shown in Fig. 5, the thumb-screws being passed throughopenings in the draw-heads, so; that their inner ends will bear againstthe link and hold it in'thc required position:

y In order to provide for the necessary range of adjustment, the link,Fig. 4, may be formed on each side with wings or exte'nsionsg 9, thatform an are for affording an extended range of bearing for the innerends ofthe thumb-screws. A nice adjustment of the links,correspondingwith variations in the heights of adjoining cars, is thus readilyobtained. When the link E enters the opposite draw-head and forces backthe sliding block B, the pin 0 falls into engagement with the link, asshown in Figs. 1 and 2, the lower end of said pin being then seated inan opening, h, formed in the lower part of the draw-head at its forwardend. The upper end of the pin 0 is provided with a collar, t, thatprevents it from falling entirely through the opening h-when the pin isdropped or forced downward into engagement with the link. Thiscollar ifits loosely in a tubular boss, H, that is formed upon the draw-head,for inclosing the pinO when elevated. The tubular boss H is provided atits upper end with a cap, I, that is detaehably secured in place by athreaded connection, .as shown in Fig. 1, or by other suitable means.

the cap can be screwed into place or unscrewed, either by theapplication of awreneh to one of said lugs or by a bar or lever laiddiago- 'nallybet-ween them so as to exert a pressure 011 their oppositesides. The pin 0 is raised by means of a chain, K, attached to its upperend and passed through an opening in. the cap.

011 the. top of the cap I are lugs or pins k k, by which This chaincarries at its end a ring, m, by which it is operated. and whichprevents the chain being drawn into the tubular boss or chamber H by thedownward movement of the pin. \Vhen the sliding block B is pushed backfrom beneath the pin, the latter is forced down through the forward endof the recess a by the pressure of a spiral spring, M, that is inclosedin the tubular boss or chamber H, between the cap I and collar 1'.

From the foregoing description the operation of this ear-coupling andthe advantages incident to its peculiarities of construction will beapparent. It will be understood that although each draw-head is providedwith a pivoted link, E, that is secured thereto in such a manner that itcannot readily become detaehed and lost, only one of said links isactually in use at a time, the other link being permitted to dropbeneath the draw-head out of the'way until required for use. By pivotingthe open ends of these links in the open-ended slots 6 c, and supportingthem, when raised,

' either by means of the pins F or thumb-screw G, an extensive range ofadjustment is secured that readily adapts the coupling to use on cars ofvarying heights.

In orderto obviate the difficulties consequent upon wide variations inthe heights of cars, I support the dra'wheads of all cars at a uniformdistance above the tracks. This is readily accomplished by interposingabove the draw-head, between it and the body'of the ear or truck, abacking of timber, corresponding in thickness to the variation in theheight of the draw-head as compared with those of the least elevationabove the track.

It will be seen that as the adjacent cars in a train are broughttogether in coupling, the link E on one draw-head, being elevated to ahorizontal or nearly horizontal position, will enter the mouth of theopposite draw-head and force back the sliding block B against thetension of its spring 1) until the pin 0, that was supported on saidblock, is forced down by the pressure of its spring M into engagementwith the link, thus securely connecting the cars in such a manner as toprovide for lateral and end play of the link without jar or strain. Bydrawing upward on the chain K,- which may in the case of freight-carsextend to the top of the car, the pin 0 will be raised against thetension of its spring M until the block B is forced out by the pressureof its spring 'D into its normalposition beneath the lower end of thepin, thereby supporting the same until the cars are again coupled. Bythis construction and arrangement of devices cars of all heights can bereadily coupled and uncoupled without the usual necessity of passingbetween the draw-heads.

Having thus described my invention, what I claim as new isv 1. In acar-coupling, the combination of a recessed and slotted draw-head, anadjustable open-ended link pivoted in the slotted end of said draw-head,a spring-actuated couplingpin, and a sliding block for supporting saidpin, substantially as described.

2. The combination of the recessed drawheadA, having open-ended slots 6e, the adj ustable open-ended link E, pivoted in said slots, the slidingblock B, having spring D. and the pin 0, having collar 03, spring M, andchain K, substantially as described.

3. The combination of the recessed drawhead A, having open-ended slots 0e, the sliding block B, the spring-actuated coupling-pin O, theadjustable link E, pivoted in theslotted end of the draw-head, and meansfor support ing said link, substantially as described.

4. The combination of the draw-heads A, having recesses a, slots 6 e,and tubular bosses II, provided with detachable caps I, the shoulderedcoupling-pins (J, and springs M, incl'osed in said bosses, the pinsbeing provided with operating chains or cords K, the sliding blocks B,and springs D, inclosed in the draw-heads, the open-ended links E,pivoted in the slotted ends of the draw-heads, and means for sup portingthe links, substantially as described.

5. The combination, with the draw-head A, having slots 6 e and openingsf, and the link E, pivoted in said slots, and provided with an are orextension, 9, of thumb-screws G G, for supporting said link at anydesired height, substantially as described.

6. The combination, with a draw-head, of a backing of timber of suitablethickness interposed above said draw-head between it and the car-bodyfor the purpose of securing the drawheads of different cars at a uniformheight above the track, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

JAMES IV. CHILDS.

\Vitnesses:

A. R. BROWN, PHILIP llIAURO.

